Pricing Road Use to Manage Peak Demand

<div class="htmlview paragraph">Video surveys are being used in Doncaster to provide an up-to-date inventory of the highway network and street furniture. The techniques being used are closely related to those under development for the collection of network attribute data for Advanced Transport Telematics (ATT) / Intelligent Vehicle Highway Systems (IVHS) systems, in particular for route guidance and navigation systems.</div> <div class="htmlview paragraph">The success of systems such as Autoguide, EURO-SCOUT (formerly called ALI-SCOUT), CARIN, Travelpilot and dual-mode route guidance will be critically dependent upon the quality of the data on which navigation and routeing recommendations are based. Experience, in London and Berlin in particular, has shown that the information presented to the driver throughout his journey needs to be accurate, precisely timed and in a large number of cases specifically tailored to the details of individual junction layouts. It is not possible to provide the quality of data necessary for system acceptance without detailed surveys of the roads on which guidance is to be given.</div> <div class="htmlview paragraph">Video survey techniques offer the flexibility to view road and junction layouts in a controlled office environment, minimising the need for costly re-surveying, and significantly improving data quality and consistency. The system in use in Boncaster is providing the basis of an innovative methodology in which in-vehicle computers are interfaced with navigation systems and professional video techniques.</div> <div class="htmlview paragraph">This results in the integration of the digital map base with the information required to generate the vitally important turning recommendations for the driver and the accurate data necessary for successful map-matching.</div> <div class="htmlview paragraph">The paper presents results and conclusions from Doncaster. It reviews the need for this type of accurate data, describes experiences in existing trials of ATT/IVHS systems, analyses developments in digital map creation techniques and presents the context into which the new generation of data collection methodology will be integrated.</div>

<div class="htmlview paragraph">The purpose of this paper is to review the development of SAE J2244 by the SAE Fluid Conductors and Connector Technical Committee and to review the changes made to ISO 6149:1980 by the ISO Subcommittee to address the deficiencies which have prevented ISO 6149 from becoming “the International Port” for hydraulic fluid power applications. Because the needs of the global market-place have now been incorporated into SAE J2244 (ISO 6149), a basis will be established for making <b>SAE J2244 (ISO 6149) the preferred port for the 90's</b>, and thus: THE WORLD CLASS PORT & STUD ENDS FOR HIGH PRESSURE HYDRAULICS.</div> <div class="htmlview paragraph">SAE J2244 was developed in parallel with the revision of ISO 6149:1980 to provide U.S. users an industry standard for metric, straight thread ports and stud ends. SAE J2244 incorporates the extensive changes made to ISO 6149:1980 to complete its design. Heavy-duty and light-duty stud end dimensions, working pressures, burst pressures, and assembly torques have been developed. The potential interchangeability problems of ISO 6149 with ISO 1179 (Whitworth parallel pipe, BSP), and ISO/DIS 11926 (SAE J1926 inch, straight thread ports) have been addressed by identifying the ISO 6149 port and stud ends. Working pressures for the heavy-duty stud ends were established through a round robin test program involving eight U.S. and six foreign users and suppliers; and working pressures for the light-duty stud ends were established from actual use, supplier data and the recent test data developed for the light-duty SAE J514 straight thread inch stud ends of comparable size.</div> <div class="htmlview paragraph">SAE J2244 is technically equivalent to ISO/DIS 6149 with three exceptions: (1) it does not include the light-duty stud end, (2) it includes size M30 X 2, and (3) it includes the corresponding tube outside diameters in the tables. SAE J2244 was published in March 1992 by the SAE Fluid Conductors and Connectors Technical Committee (FCCTC).</div> <div class="htmlview paragraph">ISO/DIS 6149 is currently being balloted as a Draft International Standard, the final ballot stage prior to publication as an International Standard in early 1993.</div> <div class="htmlview paragraph">SAE J2244 (ISO 6149) is designated as the preferred port for new designs by the SAE FCCTC and the ISO Joint Working Group between ISO/TC 131/SC 4 and ISO/TC 5/SC 5 over all other ISO port and stud end designs for fluid power applications. SAE J2244 provides the user a world class, international standard port for leak-free connections at high working pressures.</div>

<div class="htmlview paragraph">The Columbus laboratory module, developed by Astrium Bremen as prime contractor and Alenia Spazio as co-prime, is the European contribution to the International Space Station (ISS) program and as such it will support, once in orbit, micro-gravity and space based research activities of the member states.</div> <div class="htmlview paragraph">Columbus Environmental Control System (ECS) employs an Environmental Control and Life Support System (ECLSS) providing atmosphere pressure, cabin ventilation and temperature humidity control inside the module in conjunction with an autonomous Active Thermal Control System (ATCS) that provides the heat collection capability. The ATCS, based on software controlled water loop, provides also the cooling capability for Payloads and Subsystem equipment. The ECS is completed with the Passive Thermal Control System based on software controlled shell heating system plus passive fixtures such as Multi-Layers Insulation (MLI) blankets.</div> <div class="htmlview paragraph">Generally, both, the Columbus ATCS as well as the ECLSS are qualified via simplified but representative tests and concluding analyses. Complete verification of the module thermal and environmental control design however, will be performed via analysis supported by ECS System Level Integrated Test as well as the predictions for flight.</div> <div class="htmlview paragraph">With respect to responsibility sharing, Alenia is responsible for all verification by test related to thermal/environmental aspects, i.e. Alenia will define the test requirements and cases to be performed via the establishment of a dedicated test specification. On the other side, definition and production of the test set-up as well as the performance of the test is assigned to the Columbus prime Astrium SI Bremen.</div> <div class="htmlview paragraph">In order to get confidence on the functional performance of the Columbus ECS and to validate the Integrated Overall Thermal Mathematical Model (IOTMM) on system level the module will be subjected to an Integrated System Test (IST).</div> <div class="htmlview paragraph">Purpose of the ECS IST is to provide the first verification of the thermal/environmental interrelation between the active cooling (ATCS) and environmental control system (ECLSS) hardware and software and to collect as much characteristic thermal data as possible for the validation of the flight configuration IOTMM. This test will represent the second and last test in series on the flight configuration of the Columbus module.</div> <div class="htmlview paragraph">Previous tests, for verification of the functional interfaces of the ATCS and ECLSS, have been performed already in the frame of the Electrical Test Model (ETM) utilization. However, this test did not provide information on environmental and thermal parameters of the system but rather on the functional interrelations of the relevant units of the subsystems. Presently, the subject test will be performed in the integration hall of Astrium SI Bremen (Class 100.000 clean room conditions) and the pressurized shell is planned to be covered by the flight multi-layer insulation only located beneath the meteoroid debris panels (MDPS) of the module. However, in order to get as much as possible characteristic data of the system not only the test cases have to be selected very carefully but also additional test supporting equipment (TSE) has to be evaluated.</div> <div class="htmlview paragraph">The present paper summarizes the efforts generated to establish the Environmental/Thermal test in the frame of the system level IST of the Columbus module, describes the interrelation aspects of the thermal/environmental subsystem verification by test and analysis and presents the derived methodologies and expected results.</div>

<div class="htmlview paragraph">The fluorescent magnetic particle inspection is widely used as a visual inspection method for checking cracks generated in hardening and grinding of induction-hardened parts.</div> <div class="htmlview paragraph">However, automation of this inspection process has strongly been demanded, due to poor environmental conditions and production line speed.</div> <div class="htmlview paragraph">To satisfy such a demand, we have developed a method for picking up images of automotive parts with higher S/N ratio and an original algorithm for image processing which helps measure cracks accurately without being affected by the illuminance and magnetic particle solution concentration.</div> <div class="htmlview paragraph">Then we selected the front axle shaft as the object to study practical use and have solved various technical problems in actual use, thereby succeeding in actual application to our production lines.</div>

<div class="htmlview paragraph">The business of hauling freight for profit is not easy. To be competitive, fleets must operate at low cost and provide excellent service. The truck manager is also responsible for safety on the highways and must comply with all legal requirements.</div> <div class="htmlview paragraph">An onboard computer can help a fleet obtain better fuel economy, increase productivity, reduce maintenance costs and improve safety practices. The payback period for a properly used management information onboard computer is about nine months.</div> <div class="htmlview paragraph">On the basis of improvement in safety alone, an onboard computer is an indispensable device. Today's society demands that all responsible businesses do everything reasonable to promote safety. An onboard computer represents a technology that is available now; it is a vital management tool for getting at the root of safety problems. Used properly, it can provide the control necessary to ensure safety and prevent damage to property.</div> <div class="htmlview paragraph">ALL FLEETS, WHETHER THEY are in the business of distributing groceries to stores, transporting crude petroleum to refineries, carrying hazardous material to factories, or dumping refuse at landfills, have one business in common -- the business of hauling freight for profit.</div> <div class="htmlview paragraph">In the process of conducting that business, the fleet management is surrounded with a multitude of issues such as high fuel costs, paperwork overload and maintenance expenses as well as compliance with Department of Transportation (DOT) requirements, safety enhancements, combating delays and improving productivity.</div> <div class="htmlview paragraph">Onboard computers can help management deal with these issues. Their utility can be more clearly understood by analyzing a trucking operation in four categories: vehicle performance, productivity, paperwork and safety.</div> <div class="htmlview paragraph">Some fleets also employ sophisticated truck-to-home office communication systems to improve their effectiveness. Onboard computers are well positioned to integrate with these technologies. They will continue to play an important role in the intelligent vehicle highway system of the future.</div>

The communications segment of an overall intelligent vehicle highway system (IVHS) is one of the most critical and complex issues that the designers of the systems and the planners of the field operational tests have to tackle. The mobile environment renders communications complicated. Incremental implementation is needed to ensure substantive final penetration of IVHS services. Stringent reliability and performance measures are demanded by the safety aspect of IVHS. There are basic system design requirements of noninterference to the motorists. Attempting to contain most of such crucial and often conflicting requirements for the implementation of IVHS, the authors endeavored to develop an IVHS architectural strategy for its phased deployment. Finally, the authors describe and propose a distributed communication system architecture concept that has its unique advantages. >

<div class="htmlview paragraph">Effective performance of functional automotive components requires fluid sealing under compatible conditions. One method of determining this compatibility is through the use of immersion testing under a variety of conditions that simulate those experienced in actual use. By measuring the changes in the physical properties of the seal materials after immersion a judgment can be made regarding seal/fluid compatibility which will be encountered later in actual use.</div> <div class="htmlview paragraph">A series of immersion tests using representative seal materials and automotive fluids; namely, gear oils, transmission fluids, and motor oils were conducted within the framework of the Technical Committee on Automotive Rubber, jointly sponsored by SAE-ASTM.</div>

<div class="htmlview paragraph">New communication and information processing technology is significantly changing the world of logistics and transportation. A new program established by the U.S. Department of Transportation, known as the Intelligent Vehicle-Highway System (IVHS) Program, seeks to apply this technology to transportation in an organized fashion. The goal is to improve the efficiency and safety of the highway system. Many of the new technologies have the potential to allow the automation of the hazard communication process during hazardous material transportaiton. This paper identifies and discusses some of the potential applications of IVHS technology to the hazardous material transportation environment.</div>

<div class="htmlview paragraph">Individual road users face a variety of information needs that are met only in some limited way during conventional highway travel. This paper proposes the vision of a technology whose sole purpose is to improve highway travel by introducing into the system intelligent functions which deal with the limitations existing in today's “autonomous” mode of using the highway. Covered in this paper are issues that can be comprehensively addressed by Intelligent Vehicle-Highway Systems (IVHS) such as 1.) the individual driver's need for information, 2.) the individual driver's need for active assistance, 3.) communal needs for new functionality, and 4.) the whole system effects.</div>

The concept of intelligent vehicle highway systems (IVHS) is described, and the institutional barriers that the IVHS faces are examined. The goals and objectives of IVHS include improved safety, reduced congestion, increased and higher quality mobility, improved environmental quality and energy efficiency, improved economic productivity, the development of an IVHS supply industry in the United States, major changes in the transportation profession, and the development and deployment of a variety of technologies and partnerships between the public and the private sector. Institutional issues are discussed with reference to public-private partnerships, organizational change, and academia and the transportation research community. >

<div class="htmlview paragraph">The discussions of lighting experts in recent years formed the vision of an intelligent headlamp concept for the next decade: An intelligent headlamp system that will illuminate the road according to the driving conditions and, most importantly, that will react to oncoming and preceding traffic.</div> <div class="htmlview paragraph">The final stage of this scenario will be an “Active Headlamp” that will, similar to the current high beam, illuminate the complete road scene but exclude other road-users in front and on the opposite side of the road from glare, but not from signal information of the lamp. It is obvious that configurations having such a precise performance can be realized only with complex systems with highly sophisticated sensors, processors and actuators. With respect to the maturity of the available technology, the necessary development will take several years. However, on the way to this level of performance, new headlamp concepts with enhanced adaptive functionalities will even now remarkably improve the conditions for optical perception in the case of night-time driving: <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">Night-vision systems will allow a view of the complete road scene, with the aid of an IR camera.</div></li> <li class="list-item"><div class="htmlview paragraph">High-beam assistance switches automatically between high and low beam.</div></li> <li class="list-item"><div class="htmlview paragraph">The radio reception of GPS data with the use of digital maps will improve the performance of AFS headlamp systems.</div></li> <li class="list-item"><div class="htmlview paragraph">The dynamic control of the cut-off line of the headlamp will adjust the beam pattern to the traffic conditions.</div></li> </ul></div> <div class="htmlview paragraph">This article attempts to provide some insight into the development status of the above-mentioned systems, with their functional possibilities and technological implementation.</div> <div class="htmlview paragraph">It concludes with a look at the future potential of active lighting systems, with the next steps for their implementation.</div>

<div class="section abstract"><div class="htmlview paragraph">ISO/SAE 21434 emphasizes comprehensive cybersecurity risk management throughout the automotive lifecycle. However, specific guidance on validating cybersecurity measures at the production level remains limited. This paper addresses the gap in production-stage validation, particularly after End-of-Line (EOL) flashing, which includes configurations of security hardware and software protection (e.g., hardware register configuration, Debug and P-flash password settings etc.)</div><div class="htmlview paragraph">Current automotive cybersecurity validation methods, despite adherence to ISO/SAE 21434, lack specific procedures for the production stage. The existing system-level validation using the ASPICE V-model (e.g., SWE.6, SYS.5) does not ensure the integrity and functionality of cybersecurity features in the final manufactured unit post-EOL flashing. This gap poses a risk of vulnerabilities being introduced during the EOL process, compromising critical security measures.</div><div class="htmlview paragraph">To mitigate the cybersecurity risks in production units, particularly the binary which has been introduced during End-of-Life (EOL) flashing, we propose a dedicated testing phase on the right side of the V-cycle. This phase of testing will be focused on identifying and resolving vulnerabilities stemming from EOL flashing processes, such as incorrect memory addresses or erroneous configuration values to activate the cybersecurity protection.</div><div class="htmlview paragraph">The current ASPICE V-cycle process lacks dedicated validation for software flashed via EOL procedures. This proposal addresses this critical gap by advocating for dedicated testing that will verify the integrity of hardware & Software Cybersecurity configuration (example: UCB addresses, values, DEBUG, BMHD passwords etc.,). By implementing this validation process, we aim to substantially strengthen the overall cybersecurity solutions in <b>production units.</b></div><div class="htmlview paragraph">We have defined the necessary verification criteria and test cases and developed a performance testing strategy for the production unit testing stage. This strategy aims to ensure the robustness and reliability of cybersecurity measures in the final production units.</div></div>

<div class="htmlview paragraph">The concept of the intelligent Vehicle/Highway System (IVHS) is a direct descendent of earlier work on “roadway automation”. Recent advances in a variety of technologies have now made automatic control of the operation of road vehicles a much more realistic proposition than it was even in the recent past. This paper begins by identifying three stages in the likely evolution of these advanced vehicle control systems (AVCS), showing how AVCS is related to the other IVHS functions. The technological elements of AVCS, corresponding to needed research and technology development work, are then described. The current international state of the art in these technologies is reviewed, and the paper concludes with a discussion of an evolutionary progression that could be followed to lead from present-day driving to the long-term concept of an automated freeway network.</div>

<div class="section abstract"><div class="htmlview paragraph">The resistance of passenger cars to corrosion is tested in a three-chamber system, in which the cars are subjected to extreme climatic conditions. A hydropulse installation, a roller dynamometer, blower fans and a ‘gravel gun’ firing stone chippings are used to simulate actual road use.</div><div class="htmlview paragraph">During a 14-week test period, it is possible to obtain corrosion equivalent to that which would have occurred in 6 years of driving in a very corrosive environment.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Conventional charging systems for electric and plug-in hybrid vehicles currently use cables to connect to the grid. This methodology creates several disadvantages, including tampering, risk, depreciation and non-value added user efforts. Loose or faulty cables may also create a safety issue. Wireless charging for electric vehicles delivers both a simple, reliable and safe charging process. The system enhances consumer adoption and promotes the integration of electric vehicles into the automotive market. Increased access to the grid enables a higher level of flexibility for storage management, increasing battery longevity.</div><div class="htmlview paragraph">The power class of 3.7kW or less is an optimal choice for global standardization and implementation, due to the readily available power installations for potential customers throughout the world. One of the key features for wireless battery chargers are the inexpensive system costs, reduced content and light weight, easing vehicle integration.</div><div class="htmlview paragraph">This paper demonstrates a wireless charging design with minimal component content. It includes a car pickup coil with 300 mm side length and low volume and mass 1.5 dm<sup>3</sup> power interface electronics. After an overview of its hardware requirements, power transfer and efficiency benefits are presented, providing the anticipated horizontal and lateral deviations.</div><div class="htmlview paragraph">An intense magnetic field is required to transfer the target power at low volumes between the transfer units. This field heats up any metal object over the transfer coil, similar to an induction oven. Consequently, the system should be powered down whenever a metal object is detected in this area. A Foreign Object Detection (FOD) design has been developed to continuously monitor the critical high field area. Device testing results are also provided.</div><div class="htmlview paragraph">Field characteristics are verified alongside the vehicle, ensuring system safety for living beings; compliant with all applicable standards reference limits which is more challenging than the basic limits [<span class="xref">13</span>].</div></div>